Drifting valve



April 1929- R. w. BRADEN ET AL 1,709,057

' DRIFTING VALVE Filed March 20, 1924 8 Sheets-Sheet l April 16, 1929.R. w. BRADEN ET AL DRIFTING VALVE Filed March 20, 1924 8 Sheets-Shee't'2 gwuelnto'ps JZ/Kflradm Giff/7a, WW flm April 16, 1929- R. w BRADEN ETAL DRIFTING VALVE 8 Shets-Sheet' 3 Filed March 20, 1924 after/a, M/Q

April 16, 1929. R. w. BRADEN ET AL 1,709,057

DRIFTING VALVE Filed March 20. 1924 a SheetS-Sh ee't' e Qwumtow April1929- R. w. BRADEN ET AL DRIFTI NG VALVE 8 Shets-Shee't' 7 Filed March20, 1924 ...m: v $N QQN asW

61cm v Leg April 1929. R. w. BRADEN ET AL DRIFTING VALVE jezw,

I I 61mm;

Patented ltd, 1922).

. mach F l o F Fl E lltIGI-IARD WALLACE BJEMHJEN OF NEW YUI-l/llr', I l."2C, .t-lNI) GHARILFI$ ES'LFZ nnirrrne vanvn.

Application filed March 20, 1924. hcria't No. 't'flfifif l.

The present invention relates to improvements in locomotive drittingvalves and consists in certain improvements over the device shown anddescribed in our prior Patent N o. lsEStldl-BY, grantet July 1,10%.

ltt is an object oi the present invention to provide a more suitablecasting in which ouitc a reduction in the an'iountof metal is secured,the amount of labor also considerably reduced by reason oi? therearrangement or: the passages and relative parts; as a consequence oiwhich the casting may be pro duced at much less expense.

The invention also contemplates a. rearrangement in which thesuperheated steam from the locomotive steal supply pipe is led directlyfrom the supply pipe to the outer end oi the larger control cylindeathere being a minimun'i length of pipe so that as soon as the throttleis closed there will be no lag; in the exhaust oi? the steam from theouter face ot the larger control piston which otherwise tends to makesluggish the torcing over 01 the control pistons by reason of thepressure trapped against the outer face of the smaller control piston.It is important that the action talre place quickly it it is to takeplace at all and before a reduction in the accumulated trapped pressuredevelops. V

it further object ot the invention resides in bringing the saturatedsteam from the boiler doine through the bottom cover plate ot the teedcylinder instead (it through the side thereof. This materiallysimplifies the casting); and it moreover brings the steam in axially otthe block which holds the control shoes end therefore tends to hold theshoes accurately in place.

i L still turther object of the invention lies in providing an improvedconnection between the piston rod and the shut off block by which casein movement and .greater strength is cured in these parts.

rt still turther object ot' the invention cons in providing a novelarrangeme t connections between the drifting valve, the valve chests otthe locomotive and the opposite ends of the locomotive cylinders troinwh ch arrangement a f-lllbSllzLlllLltillY bette r action is secured.

l Vith the foregoing and other objects in view, the invention will bemore fully described lleieinatter and will be more particularly pointedout in the claims appended hereto.

ln the drawings, wherein like symbols reler to like or correspondingparts throughout the several views. d

Figure l is a top plan view oi, an improved drifting valve constructedin. accordance with our present invention.

Figure :2 is a section taken on the line 2-2 in Figure 5.

Figure 3 is a horizontal sectional view taken on the line 3-2) in Figuret.

Figure t is an enlarged vertical transverse section taken on the line 4l in Figure 3.

F igure 5 is an enlarged transverse vertical section taken through thecasting and at the larger cylinder n the line --5 in Figure 3.

Figure 6 is a longitudinal section taken through the relict valve.

F igure 7 is a diagrammatic view ot' the control pistons and the shutoil blocks with the blocks in the closed position.

Figure 8 is a fragmentary plan view showing; the position of the pistonrod arm and shut ottl block lever corresponding to the position of theparts in Figure 7. i

F igure 9 is a diagram]:iatic view similar to Figure 7 and showing theshut oil blocks in the open position.

Figure 10 is a view similar to Figure 8 with. the arm and lever in thesecond position.

Figure 11 is a fragmentary front view of a locomotive showing; theapplication. ot the device thereto.

Figure 12 is a fragmentary side view of the some.

Figure 13 an enlarged fragmentary view partly in elevation and partly insection of a detail, and

Figure 14: is a longitudinal section taken through the condensationvalve.

Referring more particularly to the drawings the improved drifting valveis contained within a casting which terms a casing, the casting; beingproduced to form a feed cylinder 13 which receives saturated steam fromthe boiler oil the locomotive and which further supplies this steamthrough the ports lt and 15 in the side walls 01" the feed cylinder tothe valve chests of the loc j motive under the control ot the shut oilblocks 16 and 17 which are mounted within the feed cylinder it? beingfitted slidably in the hollow holder 18 and forced yieldably apart bythe coil spring); 1.9 which. is engaged between the shut otl' blocksand. in mutual recesses thereof.

ln the prior construction as shown and de- .more effectively seal theports when closed and prevent leakage of the steam. The upper edgesofthe hlocksare also seated in an a11- nular recess 23 1nade in thecasting and this further serves to stabilize the blocks both duringmovement'and when closed.

The block holder 18 or rather the block connector is provided upon itstop wall with a square or other peculiarly shaped socket 24 adaptedtoreceive the squareor other complenentally formed lug 25 projectingdown from the shaft 26 which is mounted through the vertical opening 27in the roof 28 of the feed cylinder, this roof or top being'a part ofthe casting. The casting on the interior of this roof is reinforced ,asindicated at 29 in order to cooperate with the upwardly extending head30 upon the flange 31 which extends about the-shaft 26 at its lower endin contact with the block connector 18. The construction of the shutof]? blocks and associated parts peculiarly cooperates with the line ofintroduction of the steam from the boiler,

this steam coming in through the bottom opening 32 in the cover 21. Inother words the steam comes upwardly and axially of the feed cylinderdirectl beneath the block connector 18; as a resu t of'which' the forceof this steam will be effective to push the head 30 upwardly against theroof 28 of the feed cylinderand tend toconstantly form a tightjointabout the shaft 27. The pressure and the saturated steam is effectivelyheld within the feed cylinder against casual escape through the ports orabout the shaft which produces the opening and closing movement oftheshutolf blocks.

This movement of the blocks is a rotary one as shown by a comparison ofFigures 7 and 9 and the movement isachieved by a pair of control pistons33 and 3 1, of which 34: is of larger diameter than the piston Thesepistons are shown also to advantage in Figure 3 and are mounted forreciprocation in the cylinders 35and 36 also forming parts of thecasting. The pistons are'connected together by the piston rod 37 ofdifferential diameter to provide the conical valve seat 38 adapted toclose against, the similarly formed seat 39 on the inner integral head40 of the larger cylinder 36. The outer head 41 of the larger cylinderis removable and secured in place as by the use of bolts 42; this headhaving an opening 43 preferably near its lower edge to receive the steampipe from the locomotive steam pipe which conveys the snln-rheulcd steamto the valve chests.

The smaller cylinder 35 is provided with the integral head 41. being apart of the casting. but at its outer cnd is open and in 1"reccontinuous C()lllllllllllU:ill()ll with the chamber 45 which is a pa rtof the casting and which envelops in part the smnllcr cylinder 35. Theremovable head 1.6 normally closes this chamber but when witlnlrawnpermits of access thereto and to the piston 33.

The chamber a5 nd the larger cylinder ill; may communicate through alongitudinal passage 47 in the casting, the passage tenninating in aport 18 in the wall of the larger cylinder 36 at one side thereof. Thecommunication through the passage -17 is under the control of the check:ilve 45) normallv closed by the coil spring 51 against the seat 51 inthe yalve cage 52 which is thrcadcd in to lhc casting at the point shownat 53. The valvc -19 normally and yieldably closes toward the largercylinder 36 so that steam when collected in suilicient. quantity in thecylinder 36 such as to overload the spring may open the valve 49 andescape through the passage 47 into the chamber -15.

The valve cage is enclosed by the domc cap 54: threaded or otherwisesecured to the casting. The piston rod 37 as shown in Figure 4 and alsoto some extent in Figure 1 rcceivcs a two-part clamp consisting ofthe-blocks 5.) and 56 brought together by the bolt 57 which passesthrough the piston rod. The block 56 carries the arm 58 which extendsdownwardly in slightly olt relation from the block 56 and outwardly in aradial direction. The outer end of the arm 58 carries a clip 59 ofsubstantially U-shaped form with the opening therein extending towardand enveloping the outer end of a lever 60 which is fixed to theupwardly projecting portion of the shaft 26. The shaft and arm areappropriately connected and the arm is given a suitable bearing upon thetop of the feed cylinder. This arm is also slotted at its outer end asindicated at 61 in Figure 1 for the purpose of sliding upon the pin 62which has a double hearing or point of support in the arm 58 and lowerleg of the clip 59. Appropriate washers 63 may be interposed between theportions of the clip and the slotted part of the lever 60. It will beevident that the lever 60 will be made to move with the piston rod 37and that movement will occur substantially as indicated in Figures 7 to10 inelusive.

As shown in Figures 1. 3 and 4 particularlv the casing is made hollowbetwcen the cvlinders and about the intermediate part of the piston rod37 in order to accommodate the clamp, the arm 58 and the lever (30 andto admit of the free movement of these parts Ill) ' adapted to strike inits e on position. if

and 10 1 connect as shown in both Figures 11 and 12. The pipes 103 and10 1 extend within the sheet iron casing 92 and are enclosed in theasbestos filling contained therein.

Check valve casi 107 and 10B are pro vidcd in the pipes 103 and 10-1 andare connected to the four-way coupiin 101.

As shown in Figure 12-3 in a ball check valve 210 adapted aseat 211 butyieldably ur position by a coil. spring 21 resented a guard or stopwhich the on larly the casing 108 at the o L )site side 1 coupling 101as the bail check valve 214 "for closing seat 215 and normally urgedaway from the seat by a coil spring; 216 and against the stop or guard21?.

In the op ration of the device, when the engineer ions the throttlevalve of the locomotive, superheated steam flows through the locomotivesteam supply iipes 91-, shown in Figures 11 and 12, and into the steamchests 89: The steam gets into the pipe section 93 and is conveyed tothe outer end of the larger cylinder 30 of V the (hitting valve. Thissuperheated steamiforees the pistons 33 and 3% over and causes the partsto assume the position shown in Figures '1' and S in wnich the shut offblocks 16 and 1'? in the feed chamber 18 are in the closed position. Thebottom of the feed chamber is,.o1" course, at all times in communicationwith boiler steam thlOtlf ll the pipe 97 shown in Figure 12. The pistonin moving over or in moving to the inner position, places the port incommunication with the outer portion of the cylinder. The superheatedsteam consequently flows into this port t8 and again st the innersmaller side of the c ieck valve 49, opening this valve by overbalancing pressure and escaping through the passage 41'? into theehan'iher at the other end of the casing.

This steam is trapped in the chamber by reason of the checr'valve 19which has its h i H area outward or toward the accumulator steampressure in the Clirl'llb'ltl' h; so should any return ilow tend tooccur the val Will close, aided in this respect by the coil spring 50.ilhe steam therefore flows from the-cylinder 36 into the chamber untilsuhstantially a condition of balance occurs whereupon the check valvewill close and trap the steam, under considerable head.

It will be noted from Figure 7 that the smaller piston 32 when movedovcr by (lusuperheated stezun opcratin a' on the larger psuon 31, willut oil the communication between. the relief valve port 7? and thechamber so that the pressure may not e cape through the relief valve.()1 course the pressure within the chamber 15 hours directly against theouter face of the smaller piston 33 but, due to the ("dc-rent al area ofthe pisions. the parts will be held in the position shown in f 'g l i la rwiuciion of prosthe outer portion ol the indcr 3i; and 1h occur isdare not IiCti' closes the throttle valve 1 lri'ft. This the normal coniof the parts durim: running-j of the locomotive with the throttle valveopen and it will be apparent that the drift ing valve is on tircly cutoil from oihcr working parts of the locomotive and does not in any wayinl re with the customary function of standn locomotive parts.

When the throttle is closed, the pressure in the outer end of the largcr cylinder so at once falls and this l'al s very rapidly orsubstantially instantancmlsly, due to the direct and short connectionbetween this cvlindcr and the steam supply pipe. The steam in the pasasre 1'? closes the valve 40. the spring tendin to hold the valve closed.The ac- (jllllllllattvid pressure o1 steam in the chamber 4:5 which isheld against escape, therefore comes into play quickly against the oulcrarea oil the smaller piston El?) and forces the piste" and connectingrod in the opposite direction and into the position shown in Figure 3and Figure 0. The movement of the piston rod 37 causes correspondingmovement in the arm 58 and lever 00 which results in a partial rotationof the shaft 20 and the opening of the shut 011' blocks. The )orts 1a:and 15 are consmplently opened am the boiler steam in the feed cylinder13 is permitted to flow out and into the pipes 00 and 100, shown inFigure 11, by which the boiler steam is conveyed to the locomotive valvechests and cylinders for the purpose of moistening and lubricating theparts and breaking: the vacumn which tends to form therein during themovement of the locomotive with. the throttle closed.

.The piston 31 in this position places both the ports 18 and (S9 incommunication with the inner portion of the larger cylinder 36 and steamfrom the feed chamber mav flow through a passage (38. and through theport '69 to the inner face of the larucr piston In this position thevalve face 3.

on the piston rod will be closed against.

lllh

metres? the passage t? enter the chamber to and present sutiicicntpressure against the outer face of the smaller piston to keep the twopistons in, the position shown in Figures and 9.

cam in the small cylli hen the pressure or inder and .:hainhcre..e:'eeds the pressure ot the spring 83 otthe relief valve shown inllipin'e e. which relief valve connected to the sine .l cylinder 35through the port W, the excess pressure of steanrwill open the valve andpermit dischaige oi the steam until the spring exceeds the pressurewithin. his rcliet valve spring; will he generally proxinraz'ely livepounds piissure. ll pounds pressure .1 the chamber 6th is su to hold thepiston 33. in addition there is considerable pressnure in the innerportion oil the cylinder 36 pushing; outwardly agninst the inner tacothe larger piston 84.

ll hon the locomotive is being; brought to a stop steam :trom the. steamchest backs up through the steam su iply pipe and the pipe section intothe outer end ot the larger cylinder end when trio pressure oi thissteam overcomes the ensure in "front of the piston 34: and in front otthe piston 33 the pistons are forcedv over. The valve :toce 38 movesaway itroin its seat 39 and permits the escape 0t pressure from theinner part oi. the large cylinder 36. The smaller piston 38 will now outell eomn'iunication between the cl'iamber 41:5 and the relief valve andsuch steam as reineins in the cl'iaiuher t? they condense end tlow outthrough the port l6. 'lhe shut oil hloclts will (it course he closed andsteam cut oil? troiu the teed cylinder.

l l ew relerrinp; to Figures it and i2, the checl; valves lll'i' and 108prevent the superheuted steam in the steam chi ts 89 when the throttleis opened. troni pat through the pipes 103 and 1.04, the superheatedsteam enterinp; the steam chest at a pressure. strong enough to closethe check valves. ltn other words no sin'ierheatcd steam may escape pastthe ehcrlr pipe" tilt-l end illi rmol runninp; condition of the me withthe throttle open. saturated steam pressure, however. is not strong;enough to close the check valves 9. l0 and 214 so the iiwhen thethrottle is closed.

the

the boiler steam from the pipes 99 and 100 ts past the check valves andinto the two pipes i055 and ltht. Steam also tlows trom the pipes 99 end100 into tl'ie steam chest and titers the cylinders 90 by way of theusual on ports. l l hen the locomotive is driftthe pistons in thecylinders 90 will drive the saturated steam received through the pipe103 on the suction stroke back up through the pipe 103 on itscompresslon stroke and down. through thepipe 104 into the opposite endoi the cylinders 90. The pipes 103 and 104 in this sense allows thesteam to pass freely. This maintains steam in both ends ot the cyl"inders 90 at all times and will not allow vacuem to form. piston hassteam before it on d StBLll']. behind it at rill tin'ies'when it isdrifting. Part of this steam will exhaust through the smoke stack but itfresh supply is always at hand.

lt, after the drifting valve is shut oil, the steam should existin thetrout end ot the locomotive cylinder, it will he torced by the forwardlytraveling piston up through the pipe 103 and down the pipe 104; to theopposite exhaust port and thence out thro i the stack. lit the steamshould remain in the rear portion of the cylinder it will he driven bythe rear; irdly moving); locomotive piston up througgl'i the pipe 104;and down through the pipe 103 to the forward exhaust port and outthrough the stack.

It will he understood that considerable saving in metal and a muchsimpler and less er:- pensive casting is produced by dispensing with theside entrance for the holler steam to the feed cylinder 13 and arrangingthe various ports, l t, and (3-6, ('37 in alinment. The introduction ofthe holler steam. upwardly and axially ot the teed cylinder and shut elfblocks tends to hold the blocks firmly in position by the incoming steampressure rather than setting); up any tendency to rock in the l lochswhich is often the cause of leakage.

In the prior device steam was brought in from the steam chests oi. thelocomotive through extensive passages in the casting to the outer end otthe larger cylinder; whereas in the pr .nt instance a short length Ofpipe till serves-2 to connect the locomotive steam supply pipe ill:directly with the outer end of the larger cylinder 36. The eliminationoil the passages in the costing simplifies this casting); and the actionof the superheated steam. in exhausting); from the larger cylinder whenthe throttle is closed is not so apt to he slug, gish where a directshort outlet is provided es in the case where more leuo'tiiy passagesere required. to take care of this escape oi the steam.

The connection between the shut oil block valves and the piston rodgives tree riding movement and the clips steadies the lever h th fromahovc and beneath the pin having a two point support so that it is notpermitted to cant or rock in a direction at right angles to its axis.

lit is obvious that various changes and modifications may he made in thedetails of construction and design of the shove specifically describedemhodiment of this invention without departing from the spirit thereof.

ll hat is claimed is 1. A locomotive dri 'ting valve comprising a casinghaving a teed cylinder therein in coinniunication with a source of steamsupply, said teed cylinder having connections to the steam chests oi thelocomotive valve in other words. the locomotive means in said feedcylinder for controlling the communication between the feed cylinderandthe steam chests, cylinders in said casing of diflerential diameter,pistons mounted to reciprocate in said cylinders, a

connecting rod between said pistons, connectionsbetween said connectingrod and valve means, the cylinder of larger diameter being disposedtoward and close to the locomotive steam supply pipe, a relatively shortand d1- rect conduit coupled between the locomotive steam supply pipeand said cylinder of larger diameter for supplying steam to the outerportion of the larger cylinder when the throt: tle is open, the steamreceiving end of said conduit being constructed to receive lubricanttogether with the steam, the outer portions 7 of said drifting valvecylinders having communication whereby the superheated steam pressuremay have access to the outer sides of both pistons, means for trappingthe superheated steam pressure against the piston of the smaller area,and means for relieving within limits the trapped steam pressure whenthe smaller piston is moved to the inner pos tion.

2. A locomotive drifting valve comprising a casing having a feedcylinder in communidifferential diameta' in the casing, connectedpistons in the cylinders having connection to said valve means, saidcylinders being in communication at their outer ends, means to preventback flow from the outer portion of the cylinder of smaller diameter tothat of larger diameter',a short and direct connection for superheatedsteam arrangedbet-ween the outer portion of the cylinder of greaterdiameter and a source of superheated steam supply, the steam receivingend of said connection having a portion removedto induce thecollection'of lubricant thereon and the supply of such lubricant to thedrifting valve through said connection.

3. A locomotive drifting valve comprising a casing having a feedcylinder with ports in communication with the locomotive valve chest,said feed cylinder being also in connection with a source of steamsupply, a valve in said feed cylinder for controlling the ports, a shaftconnected to said valve and extending outside of the feed cylinder, alever fixed to the projecting part of said shaft, and having a slot inits outer portion, an arm having a substantially U-shaped clip at itsouter free end for enveloping the outer slotted portion of the arm, saidclip portion having an outer bar connecting the uppe and lower portionsof the clip and lying across the free end of said lever, a pin having abearing both above and below said lever in the opposite branches of theclip and playing through the slot in said lever, and means connected tosaid arm to r reciprocating the same.

4. A locomotive drifting valve comprising a casing having a feedcylinder in communication with a source of steam supply and havingconnections to the steam chests of lhe locomotive, valve means in saidfeed cylinder for controlling the communication between the teedcylinder and the steam chests, control means for closing, and retainingclosed. said valve means when the locomotive throttle is open and foropening said valve means when the locomotive throttle is closed, saidcontrol means including opposed cylinders of dillercntial diameter inthe casing. connected pistons in the cylinders having connection to saidvalvemeanssaid cylinders being in colmnuni cat on at their outer ends.means lo pi'cveul back low from the outer portion of lhe cylinder ofsmall diameter to that of larg r diameter, a. r-1hort and direct. connetion superheated steam arranged between lhe onler port on of thecylinder of greater diam ter and the locomotive steam supply p pe. saidconnection having a spooirshapeil end n lhe locomotive steam supply pipetor the "ol ee tion oi lubricant.

In testimony whereof we allix our signatures.

RICHARD VVALLA (E BRADEN. CHARLES STERN.

